Rammer for street-paving



J. G. SCHMIDT.

RAMMER POR STREET PAVING.

Patented Oct. 12, 1886.

FIG. E.

(No Model.)

N. PETERS. Pmm-Lnhvgmpncn washinmn, D. C.

NiTED STATES PATENT Fries.

RAlVllVlER FOR STREET-PAVING.

SPECIFICATION forming part of Letters Patent No. 350,700, dated October 12, 1886.

(No model.)

To all whom it may concern:

Be it known that I, JOHN G. SCHMIDT, of the city and county of Philadelphia, in the State of Pennsylvania, have invented certain new and useful Improvements in Rammers for Street-Paving, of which improvements the following is a specification.

My invention relates to that class of rammers for street-paving in which a series of weights orstamps are actuated by certain novel mechanical means for the compact and uniform ramming of Cobble-stones or blocks laid between car-tracks or other roadways.

The objects of my invention are, first, to provide for the more efficient and expeditious ramming ofthe Cobble-stones or Belgian blocks laid between car-tracks or other roadways, whereby greater solidity and uniformity of surface of street-paving are obtained, and, second, to provide certain mechanical means whereby any desired amount of curvity may be given to the street or roadway 5 and it consists in the peculiar construction and arrangement of the parts, hereinafter more partienlarly described.

To more clearly understand my`invention, reference will be had to the accompanying drawings, forming part hereof, in which- Figure l is an end elevation of my improved ramming-machine. Fig. 2 is a vertical longitudinal section of the machine on the line :t y of Fig. l. Fig. 3 is an enlarged detached view of one of the rammers, showing the operative parts thereof. Fig. et isa similar View of the same rammer in the automaticallylocked and inoperative position it assumes when the portion of the surface acted upon by it has been rammed down to the required line or depth.

Similar letters ofreferenee indicate like parts throughout the several views.

The frame-work of the machine is represented as a wooden structure, which consists of four longitudinal pieces, e a, four cross-pieces, (La, and four upright-s, b b. To the under side of the frame-work suitable journals, AA, are secured for the reception of the axlesB B, to which are attachedV the flanged wheels C C, fitting the gage of the rails, the whole forming a car or truck which may be easily moved along the ear-tracks or lifted therefroni in any convenient manner.

D D D are the rammers, fitted with working-rods (l el d. There are seven of these rammers shown in Fig. l of the drawings arranged transversely in a row, with their faces covering the surface from rail to rail; but of course it will be understood that the number of remmers may be varied at will.

Two additional cross-pieces, at and ai", are provided upon the main frame for guiding the rods d d d. The lifting of these rods and rammers is effected by means of a series of revolving double-armed lifters, c e e, so arranged upon the shaft E as to cause the actuation of the rammers, by means of the tappets d d cl, in rotation, each rammer striking two blows for every entire revolution of the drivingshaft E, which has its bearing in the main frame at e/ c', as shown in Fig. l, and carries a fly-wheel, E', at each end. Both of these wheels are fitted with suitable crank-handles, e2 e2, for revolving the shaft by steam or other suitable motor-power when convenient.

The mechanism by which the desired amount of curvity, uniformity, and solidity in the pavement between the car-tracks is aecomplished, which, however, constitutes the most important feature of my present invention, is constructed, by preference, in the following manner: Each rammer-rod d, above the guiden piece ci, Figs. 3 and 4, is provided with an adjustable collar, j'. This collar j" strikes and depresses a spring, g, when (after a series ot' blows upon the surface under operation) the face of the rammer has descended to the limit of adjustment, or, in other words, when the respective portions of the pavement have been rammed down to the exact line or depth desired. The depression of the spring g liberates7 as is clearly shown in Figs. 3 and il, a double-armed lever, h, vibrating in afulcrum, t', secured to the frame-piece d. This lever 71v actuates at its lower extremity a sliding stop,

j, above which a spiral spring, k, is so applied as to move the lever h into the position shown in Fig. 4 whenever its hooked upper end is liberated from the spring g, as above described.

'Ihe operation of the mechanism is as fol- IOO lows: When the parts y, 71, and j are in the position shown in Fig. S-that is, until the surface undergoing the ramming operation reaches the desired line of curvity or amount of depression-the rammer-rod d meets with no obstruction to its vertical movement, the tappet d passes clear ot' the stop j near the upper extent of its stroke, and as soon, however, as the limit of depression of the surfacel under action is reached, and the collar f strikes the spring g, the latter is slightly depressed, thereby liberating the lever h. through the action of the spiral spring k, releases it from the spring g, as shown in Fig. 4, and thereby causing the inner end of the sliding stopj to move in the direction of the rod d, and its tappet d at the next movement of the rammer to be lockedl in its highest position, thereby suspending this rammer and keeping it inactive until the respective rammers` in the series have performed their work, when the truck or car is moved along over a new space or field, on which its ramming maV chinery commences anew in a similar manner as above described. By a partial revolution of a light rock-shaft, Z, extending across the frame in front of levers 71y 71 the entire series of levers is pressed inward by a corresponding number' of cams, m m, which cause the series of levers h h to be brought simultaneously into the position shown in Fig. 3, in which position they are held during the next operation bythe springs g g until again successively liberated by the respective collars f f.

It will be readily understood that the posi- This lever h,

tion of each collar f in the series relative to its hammer-face determines the limit of the downward movement of each rammer, and hence becomes the easy and reliable means for adjusting theseries-of rammers in the machine for any amount ofcurvature to be given to the surface of the pavement, which may be more or less rounded between the rails or straight or even concave, if so desired.

I am aware that ramming-machines have been constructed with a series of verticallymoving rammers actuated by lifters and tappets, and hence I do not wish to be understood as claiming, broadly, such a combination; but

What I do claim as new, and desire to secure by Letters Patent, is

1. In a rammingmachinc for street-paving, the combination,` with the rammer D, provided--with rod d, having adjustable collar f and tappet d thereon, of the shaft E and doublearm litters e, so arranged that each rammer delivers two blows each revolution oi' the shaft E, substantially as described.

2. In a ramming-machine for street-paving, the combination, with the rammer D, provid ed with working-rod d, having adjustable collar f and tappet d thereon, of the lever 7L, ful crum i, rock-shaft Z, cam m, springs g k, and sliding stop j, all arranged substantially as and for the purposes described.

JOHN G. SCHMIDT.

Witnesses O'rIs EGAN, LoUIs KUEBLER. 

